Carburetor cold start and warm-up mechanism



June 22, 1965 J. o. SARTO CARBURETOR COLD START AND WARM-UP MECHANISM Filed May 17, 1961 4 Sheets-Sheet 2 INVENTOR- .757'7774 0, 6472 0,

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BY NW irrawfvz/s CARBURETOR COLD START AND WARM-UP MECHANISM June 22, 1965 Filed May 17, 1961 fire/2 1 C'Zo sci June 22, 1965 J. o. SARTO CARBURETOR cow START AND WARM-UP MECHANISM Filed May 17, 1961 4 Sheets-Sheet 4 INVENTCR.

fl M w Z 4 L Y j V W X i w a z Ala/ m QPAZW irrawA/z/q United States Patent 3,1WL622 CAREURETOR CULD START AND WARM-UP lViECHANl-SM lorma t}. Sarto, Grchard Lalre, Mich, assignor to (Ilu'ysler Evaporation, Highland Park, Mich, a corporation of Delaware Filed May 17, 1961, flex. No. 119,822

Claims. (El. 261-34) This invention relates to fuel charging systems for in tern-a1 combustion engines and in particular to an improved chokeless carburetor for an automotive engine.

An object of the invention is to provide an improved chokeless carburetor which provides a throttle controlled fuel supply for a conventional fuel-air induction conduit, wherein, in lieu of the customary thermostatically con trolled choke valve employed heretofore to effect starting and warm-up f-uel enrichment, a valve controlled bypass conduit discharges fuel from the customary carburetor fuel source into the induction conduit downstream of the throttle valve. A metering control valve in the bypass conduit controls the enrichment fuel flow therethrough in response to engine temperature and the pressure condition in the induction conduit. Thus as the engine starting temperature becomes progressively colder, the control valve is progressively opened. The conduit pressure is applied to urge closing of the control valve as the throttle valve closes. Preferably the control valve is responsive to decreasing pressure downstream of ti e throttle valve to be progressively closed thereby.

Another object is to provide such a structure which is particularly adapted for use with the two barrel carburetor, wherein the control valve is conveniently located between the two barrels within the body of the carburetor and the bypass valve discharges into a chamber in communication with both carburetor barrels at a location immediately above the engine fuel-air intake manifold.

Another object is to provide such a structure wherein thermostatic means responsive to engine temperature cooperates with the pressure in the induction conduit to maintain the control valve open to provide enrichment fuel during cold idling of the engine, to close the control valve or materially reduce the enrichment fuel while the engine is idling during the intermediate and latter stages of warm-up, and to open the control valve during the intermediate and latter stages of engine warmup when the engine is operating faster than at idle.

Another object is to provide such a control valve operable conjointly with the usual carburetor fast idle cam to provide the fuel enrichment during idle when the fast idle cam is effective, to prevent or materially reduce the fuel enrichment during idle at the intermediate warmup stages when the fast idle cam is no longer effective, and to provide fuel enrichment during such temperature conditions when the engine is operating faster than idle, as for example under part or full load.

Still another object is to provide such a structure wherein the bypass conduit communicates with the pressurized fuel supply to the carburetor at alocation upstream of the customary fuel inlet valve to the carburetor, so that the bypass conduit receives the pressurized fuel directly from the usual fuel pump to facilitate quick starting under all conditions, particularly after the carburetor has not been in use for an extended period and its fuel bowl is dry.

Other objects of this invention will appear in the following description and appended claims, reference being had to the accompanying drawings forming a part of this specification wherein like reference characters designate corresponding parts in the several views.

3,l%,22 Patented June 22, 1%55 FIGURE 1 is a somewhat schematic vertical sectional view through a carburetor embodying the present invention.

FIGURE 2 is a vertical sectional view through the sidewall of the carburetor, taken in the direction of the arrows substantially along the broken line 22 of FIGURE 3.

FIGURE 3 is a horizontal sectional view taken in the direction of the arrows substantially along the broken line 33 of FIGURE 2.

FIGURE 4 is a fragmentary reduced sectional view through the carburetor throttle body and the engine fuelair intake manifold, taken in the direction of the arrows substantially along the line 44 of FIGURE 3.

FIGURE 5 is an end elevational View showing the relative positions of the throttle lever and fast idle cam at the unloading position, taken in the direction of the arrows along line 5-5 of FIGURE 3.

FIGURE 6 is a view similar to FIGURE 5, showing the fast idle cam follower in the cold position.

FlG-URE 7 is a fragmentary enlarged sectional view through the control valve illustrated in FIGURE 2, but showing the valve in the warm position.

FIGURE 8 is an enlarged sectional view similar to FIGURE 7, showing a modification.

It is to be understood that the invention is not limited in its application to the details of construction and arrangement of parts illustrated in the accompanying drawings, since the invention is capable of other embodiments and of being practiced or carried out in various ways. Also it is to be understood that the phraseology or terminology employed herein isfor the purpose of description and not of limitation.

Referring to the drawings, a particular embodiment of the present invention is illustrated by way of example comprising a carburetor having a main body section it? containing a fuel bowl if. A gasket l2 separates the body ill from an upper air horn assembly 13 which includes an integral cover portion overlying the fuel bowl ill. The air horn assembly 13 includes an annular enlargement 14 for attachment with a customary air filter which discharges into a downdraft induction conduit 15. Below the air horn assembly 13, the induction conduit bifurcates at to to provide a two barrel carburetor. Each of the barrels i6 is provided with a large venturi 1'7 and small venturi lb. The latter receives a nozzle 19 in communication with a fuel duct Ztl which communicates with the fuel bowl 11 by means of a restricted metering orifice 2i.

A throttle body 22 spaced below the main body sec tion ill by a gasket 23 is provided with two barrels 2d coextensive in cross section with the barrels 16 respectively and comprising a continuation of the induction conduit 15. Each barrel 24 is provided with a throttle valve 25 mounted on a common horizontally extending shaft 26 journalled at opposite ends in the body 22. Also associated with each barrel portion 24 in the throttle body 22 is an idle duct 27 in communication with a transfer port 28 which opens into the associated barrel 2d at the edge of the throttle valve 25 when the latter is in the closed or idle position illustrated in FIGURE 1. The duct 27 receives idle fuel from main fuel conduit 20 by means of an idle tube 27a in communication at 2712 with the induction conduit 3-5 and connected with branch idle conduit 27:: which discharges into duct 27. Each idle duct 27 opens into its associated barrel 24 at idle port 29 below the throttle valve 25. Each port 29 is controlled by an adjustable idle valve 30 integral with a set screw 31 screwed into the sidewall of body 22. The structure and operation of the fuel and idle system thus far may be conventional and are accordingly not described in further detail.

Referring to FIGURES 2 and 3, fuel is supplied to the bowl 11 from a customary pressure source, which may be a fuel pump 32a, by means of a tubular inlet fitting 32 having a conical annular valve seat 33 adjacent its inner end. A horizontally slidable and radially vaned valve 34 is provided with an outer conical seating portion cooperable with the conical seat 33 to control the flow of pressurized fuel through inlet 32 into the bowl 11. A swinging float controlled lever 35 pivotal on shaft 36 mounted within the body controls the position of valve 34 in accordance with the fuel level in bowl 11. The lever is connected with a pair of floats 37 by means of brackets 33, so as to progressively open or close valve 34 with the falling or rising of the fuel level in bowl 11.

In order to provide enrichment fuel for starting and engine warm-up conditions, a branch duct 39 in inlet 32 communicates with the bore of the latter upstream of valve 34 and continues at 4-0 in the sidewall of the main housing section 10 to a vertical bore 41 in the latter section on the vertical mid-plane between the barrels 16. Below the connection between duct and bore 41, the latter is provided with a reduced downwardly converging conical metering portion 42 to provide a seat for the conical nose or valved plunger 43 of a vaned valve 44 slidable vertically in bore 41 and urged by gravity to the seated position illustrated in FIGURE 7 to close metering restriction 42. Located coaxially with restriction 42 and terminating upwardly in a conical metering head 45 immediately below the valve nose 43 is a metering rod 46 connected with plunger 47 reciprocable vertically in a lower extension of bore 41. The lower end of plunger 47 is secured to a diaphragm portion 23a of gasket 23 which is clamped between the body sections 10 and 22 entirely around an enlarged chamber 48 in communication with bore 41.

Coextensive with chamber 43 is a mating chamber 49 in body section 22 containing plunger 50 secured to the underside of diaphragm 23a. A pitman 51 is pivotally connected to the lower end of plunger 50 and to the outer end of a crank arm 52 keyed to a transverse control shaft 53 extending in parallelism with valve shaft 26 and journalled in the body section 22. One end of shaft 53 is keyed to a crank arm 54 pivotally connected at its outer end to a thermostatic rod 55 actuated by a thermostat 56 located within a pocket 57 in preheating duct 58 comprising part of the engine assembly and connected with a source of engine heat which may be either exhaust heat or heat from a cooling system for example, FIGURE 4. Heat fiowing through the duct 58 enters at 59 and discharges at 60 so as to flow around and in heat exchange relationship with a portion of the fuel-air inlet manifold 61 comprising a continuation of the carburetor induction conduit 15 and discharging into the valve cylinders of the engine.

The throttle body 22 and preheating duct 53 are suitably connected together and spaced by a gasket 62. As illustrated in FIGURES 2 and 4, enrichment fuel from .bore 41 downstream of valve plunger 43 is supplied by means of duct 63 extending in body sections 10 and 22 and discharging immediately above a septum 64 partitioning the extensions of the barrels 16 in the manifold 61. To this end, a portion of gasket 62 at the discharge end of duct 63 is removed and the throttle body 22 is recessed slightly to provide a chamber 65 opening into both inlet barrels of the manifold 61 at a location downstream of throttle valve 25. The chamber 49 below diaphragm 23a is in communication with chamber 65 by means of a low pressure duct 66 formed in body 22. Similarly, a high pressure duct 67 connects the upper chamber 43 with an upper portion of the air horn 15.

In accordance with the structure described, fuel is supplied to fuel bowl 11 by inlet 32 from the fuel pump 32a and is discharged via nozzle 19 and main fuel duct 20, 21 into the reduced portions of the small venturis 13. Upon progressive opening of throttle 25 to increase the rate of air flow through induction conduit 15, the action of the venturis 17 and 18 results in a low pressure at the discharge end of nozzle 19 to progressively increase the fuel flow therethrough. Upon closing of throttle valve 25 to the idle position illustrated in FIGURE 1, both the fuel flow and the pressure downstream of valve 25 are reduced, with the result that during idle conditions, diaphragm 23a and the connected plunger 47 are urged downwardly. Thermostat 56 and rod 55 actuated thereby are arranged so that with decreasing engine temperature, rod 55 is urged upwardly to pivot crank arm 54 clockwise and thereby urge plungers 47 and 50 upwardly. It is accordingly apparent that the position of the metering head 45 in conical orifice 42 is determined in accordance with the balance of forces resulting from the temperature condition of the engine and the manifold pressure downstream of throttle valve 25.

Keyed to the end of shaft 53 opposite crank arm 54 is a driver 68 having a flange 69 overlying an upper shoulder of a fast idle cam 70, FIGURES 3, 5 and 6. Accordingly, with decreasing temperature, driver 63 urges fast idle cam 70 clockwise to colder settings. As illustrated in FIGURE 5, cam 70 is provided with a plurality of radially otfset surfaces A, B and C concentric with the axis of rotation of cam 70 and of progressively decreasing radius. Integral with cam 70 and coaxial with the surfaces A, B and C is tubular bushing 71 pivotal on control shaft 53. An axially extending arm 72 of cam 70 is integrally connected with a counterweight 73 arranged to urge counterclockwise pivoting of cam '70 against the force of thermostatically urged driver 68.

Cooperable with the fast idle cam 79 is an adjustable cam follower screw 74 having one end arranged to ride on the surfaces A, B or C while the engine is idling duringthe warm-up period. The screw 74 is carried by swinging arm 7 5 pivotal freely on an outer extension of the throttle valve shaft 26, FIGURES 5 and 6. Keyed to the shaft 26 outwardly of the latters connection with arm '75 is a throttle lever '76 having an axially directed extension 77 arranged to engage a shoulder 78 of swinging arm upon counterclockwise pivoting of throttle lever '76 in a valve closing direction to the idle position, FIGURE 6. Thus the follower screw 74 will engage one of the cam surfaces A, B or C, depending on the temperature condition of the engine. Upon clockwise pivoting of throttle lever 76, extension 77 will engage shoulder 79 of arm 75 and swing the latter out of engagement with cam 70 to an engine accelerating position. Also integral with lever '76 is an unloader arm 80 arranged to overlie an extension 81 of fast idle cam 70, FIGURES 3 and 5, to swing the latter counterclockwise to an unloading position illustrated in FIGURE 5 upon clockwise pivoting of throttle lever 76 to a wide open or unloading position. Thus cam 7 0 is rotated in the counterclockwise warm direction against driver 68 to swing the latter and shaft 53 counterclockwise sufiiciently to withdraw metering rod 46 from the underside of valve 43 and enable the latter to seat in position to close metering orifice 42. Accordingly at the unloading or wide open throttle position, FIGURE 5, of throttle lever 76 no enrichment fuel will pass valve 43, so that excess fuel in the induction conduit can be unloaded in the event of temporary flooding, as for example during starting.

During operation of the engine, after the latter has attained its equilibrium temperature condition, the thermostatically actuated driver 68 will have been rotated counterclockwise to the position illustrated in FIGURE 5. By

virtue of counterweight 73, fast idle cam 70 will be swung counterclockwise to the limit of movement permitted by driver 68, so that the cam follower 74 will be out of engagement with the shortest radial segment C of the fast idle cam surface. Thereafter if the engine is stopped and allowed to cool, driver 68 will be rotated in a clockwise direction against cam 70 in accordance with the action of thermostat 56 until the radial shoulder 82 of cam 70 moves into engagement with follower '74. Clockwise pivoting of driver 68 is thereafter blocked at the unloading position of FIGURE 5 by engagement between shoulder 32 and follower 74. In consequence, the fuel enrichment valve 43 will be in the closed position to prevent inadvertent leakage of fuel through conduit 63 into the induction conduit. When it is desired to start the engine, throttle 76 will be swung in a clockwise direction to open throttle valve in accordance with usual practice, whereby extension '77 will engage shoulder 79 of the arm 75 and swing follower 74 clockwise and radially out of engagement with fast idle cam shoulder 82. The thermostatically actuated driver 68 is then enabled to swing cam 70 clockwise to a position determined by the engine temperature and at the same time raise plunger 47 and metering rod 46 so as to unseat valve 43 to permit fuel enrichment for cold starting. During engine cranking when the pressure at the underside of diaphragm 23a is comparatively high, starting fuel enrichment is preferably available until the engine temperature condition at thermostat 56 attains approximately 75 F. While the engine is idling in the cold condition of for example below approximately 35 F. to F, driver 68 in cooperation with the low pressure of chamber 49 urging diaphragm 23a downwardly will urge cam '79 clockwise until the surface A rides on follower 74. During idle conditions above approximately 35 F. to 40 F, the thermostatically actuated driver 68 in cooperation with the low pressure in chamber 49 will be urged counterclockwise until follower 74 rides off of surface A and on to surface B or C, depending upon the engine temperature, whereupon metering rod 46 is withdrawn from the underside of valve 43 to enable closing of the latter to prevent idle fuel enrichment. However, in the event of opening of throttle valve 25 during acceleration from the idle condition, the pressure in chamber 4-9 will be increased to urge diaphragm 23a upwardly, thereby to move metering rod 46 into engagement with valve 43 to unseat the latter and enable fuel enrichment until the engine temperature at thermostat 56 attains approximately 125 F. Above the latter temperature, the balance of the pressure and temperature induced forces acting on metering rod 46 will be insufficient to cause unscating of valve 43, so that no fuel enrichment will be provided.

As described above, in the event that the vehicle is parked in a warm condition and the engine is turned off and allowed to cool, the throttle 7d will be in the closed counterclockwise position of FIGURE 6 and arm 75 will be in the phantom position illustrated in FIGURE 5. Thus abutment between cam shoulder 82 and follower 74 will prevent clockwise pivoting of fast idle earn 78 and driver 68 from the warm position of FIGURE 5, so that valve 43 will be seated at restriction 42 to close the same. If for some reason the follower 74 should then be swung clockwise out of engagement with shoulder $2, as for example by opening of the throttle 7d, cam 74) and driver (it; would then be free to pivot clockwise to the cold position, plunger 47 would be raised to unseat valve 43 from restriction 42, and communication would be established between conduits dtl and 63. If at the same time the vehicle is parked as for example downhill with the fuel supply tank at a level above valve 43;, the engine would be flooded with raw fuel.

In order to prevent loss of fuel in such circumstances, the structure in FIGURE 8 is provided which, in regard to the enrichment during cold starting and warmup, is the same as described above, so that corresponding parts are numbered the same in all views. Instead of employing a portion of gasket 23 for the flexible diaphragm 23a, a separate diaphragm S3 is provided which operates in the manner of diaphragm 23a. Vent duct 67 is employed as before, but extends through an enlargement in the carburetor cover portion 13 to provide a spring receiving chamber 84. Coextensive in area with chamber 84 is a complementary chamber 85 in carburetor housing portion It) and partitioned from chamber 34- by a flexible diaphragm 86. Spring retainers 87 clamp diaphragm 36 therebetween and are secured to the upper end of a depending plunger 88 by means of screw 89. A ligh weight coil spring 90 under tension between the body 13 and retainer 87 yieldingly urges diaphragm 8d and plunger 88 downwardly toward an upper rounded button 91 integral with the fins 44 of valve 43. Thus upon downward movement of diaphragm 86 as explained below, valve 43 is urged to its seated position to close restriction 42.

in the event that the engine is not operating while thermostat 56 is in the cold condition and valve 43 should become unseated from restriction 42 for any reason, the fuel pressure in conduit 4d will immediately fall to atmospheric pressure by leakage around valve 43. In con: sequence, spring 9d will urge diaphragm 86 and plunger 88 downwardly against button 91 to force valve 43 to the closed position against the upward biasing force exerted on valve 43 by thermostat 56. Thus any further fuel loss from conduit 4% will be prevented. Thereafter when the engine is started a normal operating fuel pressure from conduit 46 resulting from operation of the usual engine fuel pump 32a will he applied against the underside of diaphragm to move the latter and plunger 38 upwardly against the tension of spring 96, thereby to free valve 43 for upward movement in accordance with the fuel enrichment requirements as described above.

I claim:

1. In a chokeless fuel charging means having an induction conduit for supplying a fuel-air mixture to an internal combustion engine, fuel inlet means for supplying fuel to said fuel charging means, means for supplying starting and warmup enrichment fuel to said conduit comprising a bypass fuel duct in communication with said inlet means and discharging into said conduit, a control valve in said bypass duct, actuating means responsive to predetermined operation of said engine and operably connected with said control valve to actuate the latter to control the fuel flow in said bypass duct, biasing means yieldingly urging said control valve to a closed position to block fuel flow in said bypass duct when said engine is inoperative, and means responsive to the fuel pressure at said inlet means upstream of said control valve when said engine is operating and being effective to overpower said biasing means to enable actuation of said control valve in response to operation of said actuating means.

2. The'combination according to claim 1 wherein said biasing means includes a plunger enageable with said control valve, and a spring urging said plunger into engagement with said control valve to move the latter in one direction to said closed position, and said means responsive to said fuel pressure comprises a shiftable pressure actuated member engageable with said plunger and being exposed to said fuel pressure to be shifted thereby oppositely from said one direction to move said plunger out of engagement with said control valve.

3:. In an internal combustion engine, a carburetor having an air inlet induction conduit, a throttle valve in said conduit, a fuel bowl associated with said carburetor, means connecting said fuel bowl and conduit for supplying the latter with engine operating fuel, a fuel pump, a fuel inlet conduit connecting said pump and bowl, valve means controlling the fuel flow to said bowl through said inlet conduit, duct means connected with said inlet conduit at a location upstream of said valve means and opening into said induction conduit to supply pressurized enrichment fuel thereto, adjustable second valve means in said duct means for controlling the fuel flow therethrough to said induction conduit, said second valve means including a metering orifice in said duct means for said fuel flow therethrough to said induction conduit, a valve seat associated with said orifice, a valve plunger movable in one direction or the opposite respectively against or from said seat to close or open said orifice, means yieldingly urging said plunger in said one direction to close said orifice, and shiftable actuating means engageable with said plunger to move the same from said seat to open said orifice and being freely separable from said plunger comprising a metering rod of variable cross section shiftable in said orifice in said one direction or the opposite respectively from and toward said plunger, and means responsive to predetermined engine operating conditions for shifting said actuating means in said directions.

4. In an internal combustion engine, a carburetor having an air inlet induction conduit, a throttle valve in said conduit, a fuel bowl associated with said carburetor, means connecting said fuel bowl and conduit for supplying the latter with engine operating fuel, a fuel pump, a fuel inlet conduit connecting said pump and bowl, valve means controlling the fuel flow to said bowl through said inlet conduit, duct means connected with said inlet conduit at a location upstream of said valve means and opening into said induction conduit to supply pressurized enrichment fuel thereto, adjustable second valve means in said duct means for controlling the fuel flow therethrough to said induction conduit, said second valve means including a metering orifice in said duct means for said fuel flow therethrough to said induction conduit, a valve seat associated with said orifice, a valve plunger freely movable vertically in said duct means above said valve seat and adapted to seat thereat by gravity force to close said orifice, and vertically shiftable actuating means engageable with said plunger to move the same upwardly from said seat to open said orifice and being freely separable from said plunger upon upward and downward shifting respectively of said actuating means comprising a metering rod of variable cross section separate from said plunger and shiftable vertically in said orifice below said plunger, and means responsive to predetermined engine operating conditions for vertically shifting said actuating means.

5. In an internal combustion engine, a carburetor having an air inlet induction conduit, a throttle valve in said conduit, a fuel bowl associated with said carburetor,

means connecting said fuel bowl and conduit for supplying the latter with engine operating fuel, a fuel pump, a fuel inlet conduit connecting said pump and bowl, valve means controlling the fuel flow to said bowl through said inlet conduit, duct means connected with said inlet conduit at a location upstream of said valve means and opening into said induction conduit to supply pressurized enrichment fuel thereto, adjustable second valve means in said duct means for controlling the fuel flow therethrough to said induction conduit, said duct means having a vertically extending portion, said second valve means including a metering orifice in said vertically extending portion for said fuel flow therethrough to said induction conduit, a valve seat associated with said orifice in said vertically extending portion, a valve plunger freely movable vertically in said portion above said valve seat and adapted to seat against the latter by gravity force to close said orifice, and a metering rod of variable cross section shiftable vertically in said portion below said plunger, and vertically shiftable actuating means responsive to predetermined engine operating conditions for moving upward or downward, said actuating means having means separable from said plunger to release the same for seat ing freely at said seat upon downward movement of said actuating means and for moving said plunger and rod upwardly to move said plunger from said seat upon upward movement of said actuating means.

References Cited by the Examiner UNITED STATES PATENTS 2,457,570 12/48 Leibing. 2,675,792 4/54 Brown et al. 2,681,214 6/54 Eickmann. 3,044,751 7/62 Sarto.

HARRY B. THORNTON, Primary Examiner.

RONALD R. WEAVER, EUGENE F. BLANCHARD,

Examiners. 

1. IN A CHOKELESS FUEL CHARGING MEANS HAVING AN INDUCTION CONDUIT FOR SUPPLYING A FUEL-AIR MIXTURE TO AN INTERNAL COMBUSTION ENGINE, FUEL INLET MEANS FOR SUPPLYING FUEL TO SAID FUEL CHARGING MEANS, MEANS FOR SUPPLYING STARTING AND WARMUP ENRICHMENT FUEL TO SAID CONDUIT COMPRISING A BYPASS FUEL DUCT IN COMMUNICATION WITH SAID INLET MEANS AND DISCHARGING INTO SAID CONDUIT, A CONTROL VALVE IN SAID BYPASS DUCT, ACTUATING MEANS RESPONSIVE TO PREDETERMINED OPERATION OF SAID ENGINE AND OPERABLY CONNECTED WITH SAID CONTROL VALVE TO ACTUATE THE LATTER TO CONTROL THE FUEL FLOW IN SAID BYPASS DUCT, BIASING MEANS YIELDINGLY URGING SAID CONTROL VALVE TO A CLOSED POSITION TO BLOCK FUEL FLOW IN SAID BYPASS DUCT WHEN SAID ENGINE IS INOPERATIVE, AND MEANS RESPONSIVE TO THE FUEL PRESSURE AT SAID INLET MEANS UPSTREAM OF SAID CONTROL VALVE WHEN SAID ENGINE IS OPERATING AND BEING EFFECTIVE TO OVERPOWER SAID BIASING MEANS TO ENABLE ACTUATION OF SAID CONTROL VALVE IN RESPONSE TO OPERATION OF SAID ACTUATING MEANS. 